sae g-12 awg subcommittee meeting montreal, october 2014 eric villeneuve, amil sponsor ams as5900...

SAE G-12 AWG Subcommittee MeetingMontreal, October 2014

Eric Villeneuve, AMILSponsor AMS AS5900

AS5900 StandardUpdate

AS5900 - Next Revision

SAE-G12 AWG Subcommittee, Montreal October 2014 2



• Since the test requires a 5 min stabilization, the initial speed ususally is around 3-4 m/s (V0 < 5m/s ).

• The program aims to accelerate from this starting frequency to a frequency equalling 65 m/s in 25 seconds. After this period of time, the PID control of the wind tunnel takes over the control of the speed and maintains it at 65 m/s for the rest of the test.

• The final slope is the acceleration measured when the speed has reached 25% of the theoretical value of 65 m/s (16.25 m/s) and before it passes 75% of that same value (48.75 m/s).

• The BLDT is measured during the 27th and 33rd second and then average for BLDT result at 30 second.



• Include in the Standard or not?

• Put m/s in brackets instead of KT?Use 100 or 101 KT?

• …


SAE-G12 Fluids Subcommittee, Montreal October 2014 5

For the LSR, the same reasoning is applied. The time to reach a target final value of 35 m/s is 17 sec. The BLDT is measured between the 19 and 21st second and averaged.

‘’The test is conducted at 35 m/s (70 knots), representing the lift-off speed (Vlof), which is considered more critical for propeller driven aircraft, where the propeller slipstream is expected to help fluid flow off2, after a 17 s acceleration at 2.1 m/s². “

Looked at ‘’ Ellis, N.D., Nettleton, T.R. and Eggleston, B., (1991). BOEING CANADA 1991 "Effects of Anti-icing/De-icing fluids on the Take-off Performance of Commuter Aircraft". Report DHC-TDC-90-1 Transport Canada De Havilland March 91, 101 p.’’

and “Boundary Layer Evaluation of Anti-Icing Fluids for Commuter Aircraft,” Transport Canada Document No. TP11811E, August 1994.’’



‘’The test is conducted at 35 m/s (70 knots), representing the lift-off speed (Vlof), which is considered more critical for propeller driven aircraft, where the propeller slipstream is expected to help fluid flow off2, after a 17 s acceleration at 2.1 m/s². “

From ‘’ Ellis, N.D., Nettleton, T.R. and Eggleston, B., (1991). BOEING CANADA 1991 "Effects of Anti-icing/De-icing fluids on the Take-off Performance of Commuter Aircraft". Report DHC-TDC-90-1 Transport Canada De Havilland March 91, 101 p.’’ :



From ‘’Louchez, P.R., Laforte, J.L. and Bouchard, G., “Boundary Layer Evaluation of Anti-Icing Fluids for Commuter Aircraft,” Transport Canada Document No. TP11811E, August 1994.’’



• Refer to Ellis, N.D., Nettleton, T.R. and Eggleston, B., (1991). BOEING CANADA 1991 instead of Louchez?

• …



There is a maximum thickness requirement for Type 1 in AMS1424 (below 400µm for HSR and 600 µm for LSR). In AMS1428 there is an elimination requirement of 74% for type IV and 57% for type 3. It needs to comply to the AMS standards. Minimum thickness is preferable to eliminate the variance in initial thickness. What’s remaining on the flat plate is what is important.

For this I will wait to see what is done in AMS1428 and will do the same.



This is not new, this has always been done that way. This means that, if you have your 3 temperatures, example -28, -29 and -30, none of them can be higher than the acceptance, but the acceptable temperature will be the average of those 3. So the acceptable temperature will be the average, -29, but even -30 needs to be under the acceptance.



3. GENERAL INFORMATION3.1 Ramp Definition3.2 Reference Fluids3.2.1 High Speed Ramp Reference Fluid3.2.2 Low Speed Ramp Reference Fluid3.3 Fluid Acceptance and Facility/Site Qualification3.4 Safety Hazards

sae g-12 awg subcommittee meeting montreal, october 2014 eric villeneuve, amil sponsor ams as5900...

Documents